Internal combustion motor



3 Sheets-Sheet l 2f f P G drie d l u l u a 5v5/riff u C. F. HEINZEINTERNAL coMBUsTloN MOTOR Filed NOV. l2, 1934.

May 1o, 1938.

May 10, 1938. c. F. HElNzE 2,116,574

INTERNAL COMBUSTION MOTOR Filed Nov. l2, 1954 5 Sheets-Sheet 2 Nil;

ATTORNEY May 10, 1938. c. F. HEINZE 2,116,574

INTERNAL COMBUSTION MOTOR Filed Nov. 12, l 3 Sheets-Sheet 5 [N VEN TOR yM I A TToR/VEY Patented May l0, 1938 UNITED STATES PATENT oFFlcEINTERNAL COMBUSTION MOTOR Charles F. Heinze, St. Paul, Minn.

Application November 12, 1934, Serial No. 752,675

7 Claims.

My invention relates to improvements in internal combustion motors, mymotor being a four-cycle, fully water-jacketed engine.

Among my improvements is the provision of means whereby ignition of thegas is brought about in advance of its entryinto the piston cylinder andtakes place centrally of the body of the gas,.cutting down the heatingand carbonizing effects upon the piston and preventing knocking.

To this end I provide a rotary intake and exhaust valve for each pistoncylinder, said valve being chambered to constitute an ignition chamber,with the spark plugs arranged in connection ,view through the pistoncylinder and adjacent parts. g 4

Figure 4 is a view in side elevation of the rotary ignition valve.

Figure 5 is a. view of a chart illustrating the opening and closingposition of the engine ports.

Figure 6`is a horizontal, sectional view through the rotary ignitionvalve and the intake and exhaust ports of the engine.

Figure '7 is an enlarged longitudinal, crosssectional view through therotary ignition valve.

Figure 8 is a sectional view on line 8-8 of Figure 7 and Figures 9 and10 are plan and sectional views, respectively, of a modifiedconstruction of injector of the Diesel type, usable in place of thespark plug.

Referring to the drawings in detail, A represents thevengine block, Bthe cover therefor, and C the oil pan below the block. Within the blockare a plurality of cylinders 2, one of which is specifically shown inFigure 3, each cylinder containing the usual piston 3, connected by theconnecting rod l with the usual crank shaft.

Each piston cylinder at its upper end is formed with an extendedcylindrical portion 5 materially smaller 'than the piston containingpart of the cylinder. Within each cylinder extension 5 is positioned therotary valve D, which in operation rotates at one-half the crank shaftspeed. The valve D consists of a cylindrical body portion surrounded bya split ring sleeve'or collar 6.

The sleeve rests upon the body ofthe valve, as shown particularly inFigure 7, in a free-acting relationship to allow for expansion andcontraction, and is held in relationship with the valve to rotatetherewith by means of the knobs 1, loosely connecting the sleeve andbody of the valve. These knobs are placed so as to exert a. pullingeiect upon the sleeve. The sleeve 6 is of uniform thickness throughoutand slightly over-size so as to create a slight surface pressure andinsure proper sealing'at all times. At the bottom of the sleeve I havepositioned an expansion ring 8 positioned between the sleeve 6 and thebottom flange 9 of valve D for the purpose of preventing ktheaccumulation of carbon between the body and the sleeve. Each valve isformed with a port I0, which in operation of the engine, as hereinafterset forth, registers with the inlet ports II and exhaust ports I2,connecting with the intake and exhaust manifold I3 and I4, respectively.r

The intake manifold, as shown in Figure V3, is partly formed within thebody of the engine block and partly by the closing cap I5. The intakemanifold is, therefore, most effectively subjected to the heat frominside the block. The intake manifold, as shown in Figure 1, also isformed with an inner flange I6 atthe intake end of the manifold whichacts to break up the heavy bodies in the gas mixture.

The valve body forms the principal part of the combustion chamber incontra-distinction to the ordinary. construction where combustion takesplace within the piston chamber. Inl the rotation of the valve, whilethe sleeve, by reason of the knobs 1 rotates with the valve, theexpansion ring 8 will remain stationary. A collar I1 rests on top of thero'taryAvalve and forms theupper part of the valve, rotating with saidvalve in operation.

Projecting upwardly from each rotaryvalve is a supporting rod I8journaled within the cover of the engine block, each rod I 8 carrying aspur gear I! having oblique teeth 20 operated from the driving pinions2I and shaft 22. The shaft 22 has gear connection 23 with the crankshaft 24.

The rotary valve further rests upon a ring 25 holding said valve fromdropping into the main piston cylinder in any freeing'of the rod IB fromits journal support.

registration with the intake port.

Also, as shown in Figure 3, the spur gear I9 rests upon a housing 26secured as by bolts 21 to the top ofthe block, thus helping to supportthe valve and co-related parts in a journaled position. 'I'he supportingshaft for the rotary valve cylinder has journal support 28 above thespur gear I9. Spark plugs 29 are set in openings in the enclosing wallof the rotary valve, as best shown in Figure 3. 'I'he usual fan isindicated at 3ii, and 3I the fan belt pulley.

For feeding oil to the parts I provide. the following describedmechanism:

Mounted upon the lower end of the shaft 22 is the gear pump specificallyshown in Figure 2. This pump is of usual type embodying a central gear32 and intermeshing gears 33, the gear 32 being mounted on the shaft 22.34 and 35 indicate oil inlet pipes, and 36 and 3'I outlet pipes leadingto the valve mechanism and main bearings, respectively. The pipe 36leads upwardly and across the inside of the top of the engine` cover tofeed oil to the valve parts, as shown in Figure 3. Oil from the pipe 36within the cover will drip onto the bearings for the rod I8 and onto thegears I9 and 2| and into the bottom of the engine cover.

In order to secure a regulated feed of oil for the rotary valve D Iprovide the mechanism specifically shown in Figure 3. This consists of aplunger rod 38 supported in a cylinder 39 with the bottom head of thepiston rod normally held raised in closed engagement with the bottom ofthe cylinder 39 by a coil spring 40. The cylinder 39 has a threadedsupport in the housing 26 secured upon the top of the engine block. Thethreaded support of the cylinder 39 in the housing 26 permits thevertical adjustment of said cylinder to regulate the amount of movementof the rod 38 and the feed of the oil. A spring tongue 4I exerts springpressure on the cylinder 39.

The spur gear `I9 at one side has a downwardly projecting cam 42adapted, in the rotation of the gear, to permit a quantity of oil todrop upon the head of the engine block. This oil will work down aroundthe wall of the rotary valve to keep the same lubricated. 43 indicatesthe usual water jacket forming part of the engine block and connectedthrough the hose 44 to the radiator, not shown.

In Figures 9 and 10 are shown a Diesel type of injector that may be usedin substitution for the distributor or timer E. 'I'he shaft 4'I of thedistributor has detachable locking engagement with the upper end of thesupporting shaft of one of the rotary valves, as specifically shown inFigure 1.

Referring to Figure 6, the first ignition valve cylinder is shown justpassing out of position of The second valve is shown in position ofregistration With the spark plug, bringing about the ignition andexplosion of the gas. neutral position, and the fourth valve is shown inan exhaust position.

At this stage of the cycle of operation the actuation of the oil feedshown in Figure 3 will feed 'I'he third valve is shown in,

oil to the engine valve cylinder standing in neutral position.

In Figure 5 I have shown a cycle chart illustrating a full four-cycleoperation of my engine. Referring to the chart, the intake port opensfive degrees piston head past top center and closes fteen degrees pistonhead past bottom center. Exhaust valve opens twenty-seven degrees pistonhead before bottom center and closes five degrees piston head before topcenter. The closing of intake valve and the opening of exhaust valve canbe changed to any degree suitable to the individual manufacture bysimply widening that particular side of port hole in the valve cylinder.The chart also shows a wide range in advancing or retarding the spark.

'I'he valve, through its rotary motion, exerts a churning effect on theraw charge, and when the valve is in a hot condition any solidified gasis immediately broken up into a state of perfect vapor and then exposedto the re. The gases are in perfect condition for complete combustion,which combustion is further assisted by scattering the fire caused bythe churning effect of the valve.

Another very important factor is that the ring takes place midwaybetween the top and bottom, the firing traveling both ways instead ofone way, as with all conventional type engines.

consumed in just one-half the usual time, resulting in less unconsumedgas and more power.

Furthermore, by eliminating the poppet valves and the lack of efciencyof the spring actuation of such valves, particularly in high speedoperation, I have overcome a very material objection to efficiency ininternal combustion motors. I secure accuracy of timing, as shown in thechart, regardless oi speed, a condition not found where poppet valvesare employed My improved construction of rotary valve as has` beenpointed out, forms the principal part of the combustion chamber andpossesses the additional advantage of only having one port hole exposedat any time to the combustion chamber, and of entirely sealing the sparkplugs except for the short time of firing the charge. It, therefore,essentially differs from any poppet valve type where the poppet valvesand spark plugs are constantly exposed to the combustion chamber.

I claim:

I. In an engine of the class described, including a valve chamber, arotary valve mounted in said valve chamber, said valve being cup-shaped,said valve being formed to provide a port in the side wall thereof, asplit sleeve loosely surrounding said valve, at least one looseconnection between said valve and the leading edge of said sleeve in itsnormal direction of rotation, and said sleeve being formed to provide aport Atherein in alignment with the port in said valve.

Under my system the combustion is far more perfect and 3. The structureof claim 1, a shaft axially con-A nected to the closed end of saidvalve, means for rotating said shaft and valve, a removable bushanderesurrounding said shaft and comp a bearing therefor, said bushing havinga flange overlying the closed end of said valve and the upper edge ofsaid sleeve and comprising a thrust bearing therefor, an outwardlyextending surrounding i'iange formed upon the rim of the open end ofsaid valve,'said last named valve com-f prising both a support for saidsleeve and also means for limiting the lateral movement of said open endof said valve, means for supplying lubricant to the upper surface ofsaid flange of said bushing, the side edge of said ilange comprisingmeans for supplying lubricant to the outside of said sleeve. d

d. In an engine of the class described, including a valve chamber, arotary valve mounted in said valve chamber and comprising a cup-shapedcombustion chamber having a port in the side wall thereof, an integral,outwardly extending surrounding flange upon the open end of said valve,a removable ange supported against the opposite end of said valve, asplit circular sleeve surrounding said valve between said fixed andremovable anges, said sleeve having a port in register with said valveport, said'sleeve having a normal diameter greater than said valve, andVmeans loosely connecting the valve and leading edge of the split sleevein its normal direction oil rotation to exert a, pull upon said sleeveupon the rotation of said valve.

5. In an engine of the class described, including a valve chamber, arotary valve mounted in said valve chamber and comprising a cup-shapedcombustion chamber having a port in a side wan menor, an integral,outwardly extending surrounding dange upon the open end 0I said valve, aremovable flange supported against the opposite end oi said valve, asplit cylindrical sleeve surrounding said valve between said daad g@ andremovable danges, and having a part in reg ister with said valve port,the edges oi said sleeve overlapping at the port, said sleeve beingformed to provide a pluralityof. openings therethrough adjacent theleading edge thereof in the normal rotation of said valve, and aplurality of pins carried by said valve chamber and projecting into saidopenings in a loose ilt therewith.

6. In an engine of the class described, including a valve chamber, arotary valve mounted in said chamber and comprising a cup-shapedcombustion chamber having a port in a side wall thereof, a fixedoutwardly extending surrounding flange upon the open end of said valve,a removable iiange supported against the opposite end of said valve, asplit cylindrical sleeve loosely surrounding said valve between saidiixed and removable flanges, said sleeve having a normal diametergreater than said valve, the trailing edge of said sleeve overlappingthe leading edge thereof in line with the port, a plurality ofpinscarred by the valve and loosely `connecting said valve with theleading edge of said sleeve above and below the port in its normaldirection of rotation, and said sleeve having a port in register withsaid valve port.

'1. In an engine of the class described including a valve chamber, inletand exhaust conduits connected thereto, a rotary valve mounted in saidchamber and formed with a port communicating in timed relation with saidintake and exhaust conduits, ignition means positioned atone side of thevalve intermediate said intake and exhaust :conduit openings, a sleevelloosely surrounding said valve, and a loose stop connection between saidvalve near the upper and lower edges of said sleeve above and below theplane of said port and adjacent the leading edge of said sleeve in itsnormal direction ci rotation.

CHARLES F. HEINZE.

